Train-stopping device.



AG1. P. SMITH L A. R. ENQUIST.

TRAIN STOPPING DEVICE.

APPLICATloN FILED 11111514. 1915.

l, 182,325. Patented May 9, 1916.

' atifocnag b THB COLUMBIA PLANOUAPH Q0., WASHlNGTUNg D, C;

GEORGE' P. sM/T'H'AND ARTHUR ENGUIs'T, for. MERIDN, connncricnr.

TRAiN-srorrme DEvIci Specification of LettersfPatent.

Patented May 9,1916.

Application filed .Tune 14, 1915. Serial N o. 34,018.

To all whom t may concern Be 1t known that we, GEoRon I). SMITH and ARTHUR' R. ENQUIST, citizens of the United States, residing at Meriden, in theay county of New Haven, State of Connecticut, have invented certain new and useful Improvements in Train-Stopping Devices; and we do hereby declare the following to be a full, clear, and exact description of the invention, such as will enable others skilled in the art to which it appertains to make and use the same. f

This invention relates to improvements in automatic train stopping devices.

One object of the invention is to provide a simple and novel device for automatically closing a steam valve and opening Van air valve to cut ofi the flow of steam to the driving cylinders of the engine and to exhaust the air from the train pipe of the brake system.

Another object is yto provide a device of this character which' is operated from an overhead trippingA means and which can be manipulated so as to pass the tripping means without operation of the device.

Other objects and advantages will be apparent from the following description when taken in connection with the accompanying drawing. f

In the drawing: Figure` 1 is a side elevation of our invention applied to a locomotive showing the parts in normal position, Fig. 2 is a side elevation showing the parts tripped, Fig. 3 is a horizontal section on the line 3-3 of Fig. 2, Fig. 4 is a top plan view, Fig. 5 is a vertical section on the line 5-5 ofFig. 2, and Fig. 6 is a side elevation of the parts showing them in the position assumed when acted on by the trip but after the same have been set so as to have no action on the valve.

Referring particularly to the accompanying drawing, 10 represents the pipe carrying the steam to the driving cylinders of the engine and 11 the train pipe of the air brake system of the train. On the roof of the cab of the locomotive is a bracket 12 which pivotally supports a rock lever 13, one end being normally held in depressed position by a spring 14 connected to the lever and to the bracket. In the steam pipe is a butterfly valve 16 carrying a weightedl arm 17 on the stem thereof, this valve being normally in open position. In the air pipe 11 is a similar valve 18 having a weighted arm 19, but normally in closed position.

Y Pivotally mounted on each ofthefpipes is a bell crank lever 20, one arm of which is formed with a notch21 to receive the end of a lug 22 carried by the stem of the valve. The other arm of the bell crank extends to a point adjacent a vertically disposed sleeve4 23, this sleeve carrying a lug 24 which engages under the end of this bell crank when the parts are in normal position. In the side of the sleeve opposite to the lugs 24 is a longitudinally extending slot 26. Slidable vertically through the sleeve 23 is a rod 27, the upper end of which is loosely pivoted to the spring held end of the lever 13 while the lower end is supported in a bracket 23. Formed on the lower portion of this rod and extending through the slot 26 is a hook lug 28. Pivotally carried by the sleeve 23, above the upper end of the slot is a depending lever 29, the lower end of whichcarries a pivotid latch 30 for engagement with the hook Mounted on a suitable support 31 extending a suitable distance above the roofl of the cab is the depending arm 32, the lower end of which carries a roller 33. This arm and roller are so positioned that when the locomotive passes thereunder, the free end of the lever 13 will be depressed thereby so that the rod 27 will be liftedtogether with the sleeve 23, by the reason of the'engagement of the lug 28 with the latch 30 of the lever 29. This upward movementoof the sleeve causes the lugs 24 torock the bell cranks 20 out of engagement with the lugs 22 of the valve stems, and immediately that the bell cranks are released from the lugs 22 the weighted valve arms will drop, actuating the valves. .The valve 16 will close so as to shut oif the steam from the cylinders and the valve 18 will be opened so as to exhaust the train pipe of its air pressure. Y

Should the engineer desire to` pass under the trip 32 without actuating the valves 16 and 18, he releases the latch 30 from the lug 28 and swings the lever 29 away from the lug 28. Then when the rod 27 is drawn upwardly, the lug 28 will move idly up through the slot 26 without moving the sleeve 23.

What is claimed is:

In a train stopping mechanism, a rock lever mounted on the roof of the engine cab, means holding one end of the lever normally depressed, a steam valve and an air valve, a vertically reciprocable rod connected to the normally depressed end of the rock lever,

2 v V- n g 1,182,326*- and carrying on its lower end a hooked lug, n VYwill he moved therewith to disengage the pivoted elementsengaging with the valves holding means fromrthe valves.V to hold them in normal position, a sleeve In testimony whereof, we ax our signanliounted on the rod anld hayling in elongitedV tures in the presence of two witnesses. 5 s ot receiving the sai ugt eret rou h, ugs y carried by the sleeve and normally egaging n with the valve holding means, and a releasv able locking device carried by the sleeve and Witnesses: engaging with thehooked lug whereby when MALCOLM L. KING,

10 the said rod is moved vertically the sleeve RAYMOND E. CLARK.V

Copies of this patent may ybe: obtained for ve cents each, by addressing the Commissioner of Patents,

v Washingtomnc. 

